Originally published: August 11, 2011

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The engineers who designed the 2011 Camaro convertible must not like convertibles very much. Convertibles are problematic, so the theory goes. They shake, rattle and roll like a sequined Michael Jackson on OxyContin, and they most certainly aren’t very quiet with the top up.

Slicing off the roof of a good-handling car tends to have that effect, often turning something sporty into a mushy boulevard cruiser — almost the equivalent of taking away a turtle’s shell. So, Chevrolet engineers gave themselves a pile of work, with the difficult goal of keeping the topless car as rigid and as adept at handling as the coupe. Strut tower braces were added, as were braces in the underbody tunnel and transmission. Front and rear v-braces were bolted on, too.

The result was a success. Truly, this convertible is one stiff car. In the end, none of the suspension components from the coupe needed to be changed for the soft-top car, yet the convertible’s road-holding manners nearly mimic the coupe. Hold the revs high into the corner and there is more bite than body lean. The windshield pillars rarely quiver over roads that, in Ontario, often resemble those of Beirut. There is, thankfully, no moonwalk while seated in this rear-wheel-drive car. Little is lost in the translation to going topless — the steering remains tight and responsive, the ride is neither punishingly harsh nor wishy-washy. The look, now a few years old, still fetches considerable attention — the convertible with the top down only begging for more trouble.

Adding the fabric top, which folds away in Z-like fashion, was also done in a way to keep the coupe’s aggressively low, razor-like roofline. Sound-deadening material sandwiched into the inner and outer canvas significantly reduces road noise. Of course, it’s not nearly as quiet as the coupe, but it’s not terribly loud, either. The handsomely tailored top, available in black or tan, can be opened while at a stoplight, too, though you’d better be quick to power it down because it takes about 20 seconds to fold away after you’ve unlocked the single handle just above the rear-view mirror. Conversations with the top down do not require shouting and the wind is noticeable but not at all objectionable.

Here, of course, is the magic of the convertible: Once that top folds away, so it seems do all those pesky office and life concerns. It’s like arriving at a cottage after being cooped up in a city for weeks — instantaneous relief from all the taxing noise, clutter and crowds. Nothing makes a driver feel more alive than motoring along any kind of street with the top down. The wide expanse of outside real estate while behind the wheel of a Camaro convertible is unquestionably its biggest charm.

It’s too bad, however, that with the top down there’s almost no sound from the exhaust, a trait all Camaros suffer. Honestly, the Camaro sounds more like an Impala than a hot-blooded sports car. How could it get the silent treatment when almost every iteration of Ford Mustang sounds so good? The problem is even more acute if your Camaro is an SS model, which would suggest that making something of a statement might be as important as going fast, not to mention the inherent sound that erupts from a large-bore V8 is one of the sweetest nectars in the industrial world. Heck, if there’s a raspy, mean-sounding exhaust, there’s no need to go fast — it’s a blast just to cruise in second gear.

The loaded SS model was certainly not wanting for speed. Horsepower in the automatic-equipped model is rated at 400 from the L99 6.2-litre V8. That’s a lot, but the power delivery feels more like a bottled genie that needs to be coaxed out of a quiet slumber. In normal driving, the power is never brutish or excessive, bordering on being almost too civil, a symptom no doubt tied to the V8’s peak torque of 410 pound-feet, positioned at a Mount Logan-like 4,300 rpm.

The L99 engine is noticeably absent of any harshness and vibration, too, even at high rpm. This is where, once the genie is out, the car feels most fully alive. SS Camaros with manual transmissions, on the other hand, get a Corvette-based LS3 V8, where torque peak is higher still, though the higher horsepower in the manual (426) and added control of the Tremec gearbox will make the manual car feel more responsive. For those who find torque and horsepower figures about as exciting as writing pages of html, there’s a sweet little V6 with 312 hp and manual transmission as standard equipment for $33,995.

As it was, the SS tester was equipped with the optional Hydra-Matic automatic, which bumps the already considerable price of the car up another $1,710. (Chevrolet also uses an odd 1SS and 2SS designation — think of the 2SS as the one with leather interior and more equipment.) It was also unfortunate because the automatic really does sour the otherwise happy disposition of the convertible. Shifts are executed early in the name of fuel economy, and the manual mode of the automatic doesn’t offer much driver engagement. Shift buttons on the steering wheel are not terribly interesting and, because they are on the wheel, are always in a different orbit depending on where the steering wheel is at any time of day. Reverting to the centre console shifter doesn’t offer much salvation either, as there’s no plus or minus option down there, even though the shifter feels good in the palm.

Opting for the manual, then, would certainly address the major criticism here, though the Camaro’s interior is still wanting in places, too. Trunk and storage space are at a premium and taller drivers will undoubtedly balk about sightlines with the top up. But, with the top down, there’s no arguing with the pleasure that comes from driving this car. The Camaro coupe was already one of the hottest cars on the road. Peeling back the roof and letting in the sunshine only makes it more so.